U.S. patent application number 17/438537 was filed with the patent office on 2022-05-19 for low impact detection for automated driving vehicles.
The applicant listed for this patent is ZF FRIEDRICHSHAFEN AG. Invention is credited to KIRAN BALASUBRAMANIAN, CHARLES BARTLETT, MICHAL DUCHOWSKI, ANDREAS FLECKNER, STEVEN KANZLER, CARL MUNCH, HARALD PFRIENDER, HUAHN-FERN YEH.
Application Number | 20220153304 17/438537 |
Document ID | / |
Family ID | 1000006177067 |
Filed Date | 2022-05-19 |
United States Patent
Application |
20220153304 |
Kind Code |
A1 |
KANZLER; STEVEN ; et
al. |
May 19, 2022 |
LOW IMPACT DETECTION FOR AUTOMATED DRIVING VEHICLES
Abstract
A method helps to protect an occupant of a vehicle (10) equipped
with an automated driving system (200) and a vehicle safety system
(100) by detecting low impact crash events (99) with the vehicle
(10). The method includes utilizing automated driving sensors (220,
230, 240, 250, 260) of the automated driving system (200) to
identify possible low impact collision risks. The method also
includes utilizing vehicle safety system sensors (110, 115, 120,
125, 130) of the vehicle safety system to determine a low impact
collision resulting from the identified possible low impact
collision. A vehicle safety system (100) includes an airbag
controller unit (150) configured to implement the method to
determine low impact crash events with the vehicle (10).
Inventors: |
KANZLER; STEVEN; (Rochester
Hills, MI) ; BALASUBRAMANIAN; KIRAN; (Canton, MI)
; MUNCH; CARL; (Troy, MI) ; FLECKNER; ANDREAS;
(Muhlhausen-Ehingen, DE) ; PFRIENDER; HARALD;
(Konstanz, DE) ; DUCHOWSKI; MICHAL; (Czestochowa,
PL) ; BARTLETT; CHARLES; (Commerce Township, MI)
; YEH; HUAHN-FERN; (Novi, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
ZF FRIEDRICHSHAFEN AG |
Friedrichshafen |
|
DE |
|
|
Family ID: |
1000006177067 |
Appl. No.: |
17/438537 |
Filed: |
March 20, 2020 |
PCT Filed: |
March 20, 2020 |
PCT NO: |
PCT/IB2020/052605 |
371 Date: |
September 13, 2021 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
62830877 |
Apr 8, 2019 |
|
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60W 30/095 20130101;
B60W 40/114 20130101; B60W 2554/4029 20200201; B60W 60/0017
20200201 |
International
Class: |
B60W 60/00 20060101
B60W060/00; B60W 30/095 20060101 B60W030/095; B60W 40/114 20060101
B60W040/114 |
Claims
1. A method for helping to protect an occupant of a vehicle
equipped with an automated driving (AD) system and a vehicle safety
system (VSS) by detecting low impact crash events with the vehicle,
the method comprising: utilizing AD sensors of the AD system to
identify possible low impact collision risks; utilizing VSS sensors
of the vehicle safety system to determine a low impact collision
resulting from the identified possible low impact collision.
2. The method recited in claim 1, wherein utilizing AD sensors
comprises utilizing at least one of: cameras, short range radar
sensors, long range radar sensors, articulating radar sensors,
LIDAR laser sensors, and microphone sensors.
3. The method recited in claim 1, wherein utilizing VSS sensors to
determine a low impact collision comprises utilizing at least one
of accelerometers and pressure sensors.
4. The method recited in claim 3, wherein the accelerometers
comprise at least one of front, rear, and side mounted mid/high
range accelerometers of the VSS, and airbag controller unit (ACU)
accelerometers, which are also utilized to detect the occurrence of
vehicle collisions for which actuation of active and/or passive
safety is warranted.
5. The method recited in claim 3, wherein the pressure sensors
comprise satellite side impact pressure sensors (PSATs) and/or PPS
optimized tube pressure sensors.
6. The method recited in claim 1, further comprising utilizing
pedestrian protection system (PPS) optimized sensors of the vehicle
safety system to determine a low impact collision resulting from
the identified possible low impact collision.
7. The method recited in claim 6, wherein the PPS optimized sensors
comprise PPS optimized accelerometers and/or PPS optimized pressure
sensors that are optimized for detecting the occurrence of
pedestrian impacts.
8. The method recited in claim 1, wherein utilizing AD sensors
comprises utilizing AD cameras to identify possible low impact
collision risks, and utilizing VSS sensors to determine a low
impact collision comprises utilizing at least one of front mid/high
impact accelerometers, side mid/high impact accelerometers, ACU
accelerometers, and satellite side impact pressure sensors
(PSATs).
9. The method recited in claim 8, further comprising utilizing AD
cameras to identify a vehicle zone for the low impact collision
risk, identifying which of the front and side mid/high impact
accelerometers of the VSS, ACU accelerometers, and satellite side
impact pressure sensors (PSATs) are best suited to determine the
occurrence of the low impact collision, and utilizing the
identified accelerometer(s) and/or pressure sensor(s) to determine
the low impact collision.
10. The method recited in claim 8, wherein utilizing VSS sensors to
determine a low impact collision further utilizing pedestrian
protection system (PPS) accelerometers and PPS tube pressure
sensors to determine the low impact collision.
11. The method recited in claim 10, wherein the PPS accelerometers
comprise at least one of front, rear, and side mounted PPS
accelerometers.
12. The method recited in claim 10, wherein the PPS accelerometers
comprise multi-axis accelerometers, and determining a low impact
collision comprises determining directional information related to
the low impact collision via the PPS multi-axis accelerometers.
13. The method recited in claim 10, wherein the front and/or side
mid/high impact accelerometers comprise multi-axis accelerometers,
and determining a low impact collision comprises determining
directional information related to the low impact collision via the
front and/or side mid/high impact multi-axis accelerometers.
14. The method recited in claim 10, further comprising utilizing AD
cameras to identify a vehicle zone for the low impact collision
risk, identifying which of the front mid/high impact
accelerometers, side mid/high impact accelerometers, ACU
accelerometers, satellite side impact pressure sensors (PSATs), PPS
accelerometers, and PPS tube pressure sensors are best suited to
determine the occurrence of the low impact collision, and utilizing
the identified accelerometer(s) and/or pressure sensor(s) to
determine the low impact collision.
15. The method recited in claim 10, wherein utilizing VSS sensors
to determine a low impact collision further comprises utilizing one
or more microphone sensors to determine the low impact
collision.
16. The method recited in claim 15, further comprising utilizing AD
cameras to identify a vehicle zone for the low impact collision
risk, identifying which of the front and side mid/high impact
accelerometers of the VSS, ACU accelerometers, satellite side
impact pressure sensors (PSATs), PPS accelerometers, PPS tube
pressure sensors, and microphone sensors are best suited to
determine the occurrence of the low impact collision, and utilizing
the identified accelerometer(s) and/or pressure sensor(s) and/or
microphone sensor(s) to determine the low impact collision.
17. The method recited in claim 15, wherein utilizing VSS sensors
to determine a low impact collision further comprises utilizing an
inertial measurement unit (IMU) sensor to determine the low impact
collision.
18. The method recited in claim 17, further comprising utilizing AD
cameras to identify a vehicle zone for the low impact collision
risk, identifying which of the front and side mid/high impact
accelerometers of the VSS, ACU accelerometers, satellite side
impact pressure sensors (PSATs), PPS accelerometers, PPS tube
pressure sensors, microphone sensors, and IMU sensor are best
suited to determine the occurrence of the low impact collision, and
utilizing the identified accelerometer(s) and/or pressure sensor(s)
and/or microphone sensors, and/or IMU sensor to determine the low
impact collision.
19. The method recited in claim 18, wherein utilizing the IMU
sensor comprises determining an external yaw torque of the vehicle
to help verify the low impact collision.
20. A vehicle safety system comprising an airbag controller unit
(ACU) configured to implement the method of claim 1 to determine
low impact crash events with the vehicle.
21. The vehicle safety system of claim 20, wherein the ACU is
operatively connected to the AD sensors and the VSS sensors.
Description
BACKGROUND
[0001] Modern vehicles include various systems for helping to
provide occupant safety. For example, it is known to provide a
vehicle safety system that includes one or more actuatable
restraints, such as airbags and seatbelts, for helping to protect
an occupant of a vehicle. Vehicle safety systems utilize an airbag
control unit that is operatively connected to the airbags and to a
variety of crash sensors, such as accelerometers and pressure
sensors. In response to determining a crash scenario based on
information provided by the crash sensors, the airbag control unit
is operative to deploy the airbags by activating an inflator that
directs inflation fluid into the airbags. When inflated, the driver
and passenger airbags help protect the occupant from impacts with
parts of the vehicle such as the instrument panel and/or a steering
wheel of the vehicle.
[0002] As another example, it is known to provide vehicle warning
systems that alert the vehicle operator of conditions surrounding
the vehicle. Vehicle warning systems include a controller that is
operatively connected to various sensors, such as radar, LIDAR
(high precision laser sensors), cameras, ultrasonic transducers,
which provide warning indications to the operator, such as
blind-spot detection, lane departure, active cruise control,
front/rear object detection, cross traffic detection, pedestrian
detection, active braking, etc. Some vehicle warning system
functions are active. Examples include lane departure, active
cruise control, and active braking. Other vehicle warning system
functions are passive, producing only a visual/audible/tactile
warning. Examples of these include blind-spot detection, lane
departure, front/rear object detection, cross traffic detection,
and pedestrian detection.
[0003] A trend in the industry toward automated driving ("AD") has
introduced new considerations in the areas of vehicle safety
systems and operator warning systems. In the past, the necessity of
a vehicle operator/driver lent to a somewhat standard vehicle
passenger cabin configuration and standard safety/warning systems.
Automated driving eliminates the operator/driver, which eliminates
the necessity of their being positioned and oriented in the
conventional manner. Vehicle safety systems therefore need to
adapt, as vehicle cabin space can be reconfigured being constrained
to predetermined passenger arrangements, such as all forward-facing
occupants, or vehicle structural configurations, such as steering
wheel/instrument panel configurations, center console
configurations, foot well pedal controls, etc.
[0004] Automated driving systems ("AD systems") need to be adapted
to respond to what, in the past, were human operator responses to
vehicle conditions. For example, the traditional warnings provided
to the human operator by vehicle warning systems can now be inputs
to the AD system, which can respond to the detected conditions as a
normal course of operation.
[0005] One aspect of automated driving systems that needs to be
addressed is what to do in the event of a collision and, more
particularly, the actions of the AD system post-collision. In
serious, medium to high impact collisions where the vehicle safety
system determines the occurrence of a vehicle crash event, the AD
system can control the vehicle to stop, pull-over, become disabled,
etc., automatically. In these scenarios, the crash sensors of the
vehicle safety system detect the occurrence of the event and
responds accordingly.
[0006] There is an issue, however, with low impact collisions that
are of a magnitude insufficient to trigger the vehicle safety
system that a crash event has occurred. Examples of these low
impact collisions include the vehicle striking other vehicles
(e.g., minor collisions, such as in parking lots or driveways),
pedestrians, animals, objects on the road, etc. In these instances,
a human operator would stop and check on the vehicle, person,
animal, or object that was hit, and also check on damage to the
vehicle. In fact, it can be a criminal act for the operator for
leave the scene of a collision.
[0007] Because of this, it is desirable to detect low impact events
of a severity lower than the deployment/activation thresholds of
the vehicle safety system. Additionally, because these low impacts
can occur 360 degrees around the vehicle, it is desirable to extend
this low impact detection to the area surrounding the vehicle.
SUMMARY
[0008] A method for helping to protect an occupant of a vehicle
equipped with an automated driving (AD) system and a vehicle safety
system (VSS) by detecting low impact crash events with the vehicle.
The method includes utilizing AD sensors of the AD system to
identify possible low impact collision risks. The method also
includes utilizing VSS sensors of the vehicle safety system to
determine a low impact collision resulting from the identified
possible low impact collision.
[0009] According to one aspect, alone or in combination with any
other aspect, utilizing AD sensors can include utilizing at least
one of: cameras, short range radar sensors, long range radar
sensors, articulating radar sensors, LIDAR laser sensors, and
microphone sensors.
[0010] According to another aspect, alone or in combination with
any other aspect, utilizing VSS sensors to determine a low impact
collision can include utilizing at least one of accelerometers and
pressure sensors.
[0011] According to another aspect, alone or in combination with
any other aspect, the accelerometers can include at least one of
front, rear, and side mounted mid/high range accelerometers of the
VSS, and airbag controller unit (ACU) accelerometers, which are
also utilized to detect the occurrence of vehicle collisions for
which actuation of active and/or passive safety is warranted.
[0012] According to another aspect, alone or in combination with
any other aspect, the pressure sensors can include satellite side
impact pressure sensors (PSATs) and/or PPS optimized tube pressure
sensors.
[0013] According to another aspect, alone or in combination with
any other aspect, the method can include utilizing pedestrian
protection system (PPS) optimized sensors of the vehicle safety
system to determine a low impact collision resulting from the
identified possible low impact collision.
[0014] According to another aspect, alone or in combination with
any other aspect, the PPS optimized sensors can include PPS
optimized accelerometers and/or PPS optimized pressure sensors that
are optimized for detecting the occurrence of pedestrian
impacts.
[0015] According to another aspect, alone or in combination with
any other aspect, utilizing AD sensors can include utilizing AD
cameras to identify possible low impact collision risks, and
utilizing VSS sensors to determine a low impact collision can
include utilizing at least one of front mid/high impact
accelerometers, side mid/high impact accelerometers, ACU
accelerometers, and satellite side impact pressure sensors
(PSATs).
[0016] According to another aspect, alone or in combination with
any other aspect, the method can include utilizing AD cameras to
identify a vehicle zone for the low impact collision risk,
identifying which of the front and side mid/high impact
accelerometers of the VSS, ACU accelerometers, and satellite side
impact pressure sensors (PSATs) are best suited to determine the
occurrence of the low impact collision, and utilizing the
identified accelerometer(s) and/or pressure sensor(s) to determine
the low impact collision.
[0017] According to another aspect, alone or in combination with
any other aspect, utilizing VSS sensors to determine a low impact
collision further utilizing pedestrian protection system (PPS)
accelerometers and PPS tube pressure sensors to determine the low
impact collision.
[0018] According to another aspect, alone or in combination with
any other aspect, the PPS accelerometers can include at least one
of front, rear, and side mounted PPS accelerometers.
[0019] According to another aspect, alone or in combination with
any other aspect, the PPS accelerometers can include multi-axis
accelerometers, and determining a low impact collision can include
determining directional information related to the low impact
collision via the PPS multi-axis accelerometers.
[0020] According to another aspect, alone or in combination with
any other aspect, the front and/or side mid/high impact
accelerometers can include multi-axis accelerometers, and
determining a low impact collision can include determining
directional information related to the low impact collision via the
front and/or side mid/high impact multi-axis accelerometers.
[0021] According to another aspect, alone or in combination with
any other aspect, the method can include utilizing AD cameras to
identify a vehicle zone for the low impact collision risk,
identifying which of the front mid/high impact accelerometers, side
mid/high impact accelerometers, ACU accelerometers, satellite side
impact pressure sensors (PSATs), PPS accelerometers, and PPS tube
pressure sensors are best suited to determine the occurrence of the
low impact collision, and utilizing the identified accelerometer(s)
and/or pressure sensor(s) to determine the low impact
collision.
[0022] According to another aspect, alone or in combination with
any other aspect, utilizing VSS sensors to determine a low impact
collision further can include utilizing one or more microphone
sensors to determine the low impact collision.
[0023] According to another aspect, alone or in combination with
any other aspect, the method can include utilizing AD cameras to
identify a vehicle zone for the low impact collision risk,
identifying which of the front and side mid/high impact
accelerometers of the VSS, ACU accelerometers, satellite side
impact pressure sensors (PSATs), PPS accelerometers, PPS tube
pressure sensors, and microphone sensors are best suited to
determine the occurrence of the low impact collision, and utilizing
the identified accelerometer(s) and/or pressure sensor(s) and/or
microphone sensor(s) to determine the low impact collision.
[0024] According to another aspect, alone or in combination with
any other aspect, utilizing VSS sensors to determine a low impact
collision further can include utilizing an inertial measurement
unit (IMU) sensor to determine the low impact collision.
[0025] According to another aspect, alone or in combination with
any other aspect, the method can include utilizing AD cameras to
identify a vehicle zone for the low impact collision risk,
identifying which of the front and side mid/high impact
accelerometers of the VSS, ACU accelerometers, satellite side
impact pressure sensors (PSATs), PPS accelerometers, PPS tube
pressure sensors, microphone sensors, and IMU sensor are best
suited to determine the occurrence of the low impact collision, and
utilizing the identified accelerometer(s) and/or pressure sensor(s)
and/or microphone sensors, and/or IMU sensor to determine the low
impact collision.
[0026] According to another aspect, alone or in combination with
any other aspect, utilizing the IMU sensor can include determining
an external yaw torque of the vehicle to help verify the low impact
collision.
[0027] According to another aspect, alone or in combination with
any other aspect, a vehicle safety system can include an airbag
controller unit (ACU) configured to implement the method for
helping to protect an occupant of a vehicle equipped with an
automated driving (AD) system and a vehicle safety system (VSS) by
detecting low impact crash events with the vehicle.
[0028] According to another aspect, alone or in combination with
any other aspect, the ACU can be operatively connected to the AD
sensors and the VSS sensors.
DRAWINGS
[0029] FIG. 1 is a schematic illustration of a vehicle including a
vehicle safety system for determining low impacts, according to one
example configuration.
[0030] FIG. 2 is a schematic illustration of a vehicle including a
vehicle safety system for determining low impacts, according to
another example configuration.
[0031] FIG. 3 is a schematic illustration of a vehicle including a
vehicle safety system for determining low impacts, according to
another example configuration.
[0032] FIG. 4 is a schematic illustration of a vehicle including a
vehicle safety system for determining low impacts, according to
another example configuration.
[0033] FIG. 5 is a schematic diagram illustrating the various
vehicle safety systems of FIGS. 1-4.
DESCRIPTION
[0034] In this description, reference is sometimes made to the left
and right sides of a vehicle. These references should be understood
as being taken with reference to the forward direction of vehicle
travel. Thus, reference to the "left" side of a vehicle is meant to
correspond to a driver side ("DS") of the vehicle. Reference to the
"right" side of the vehicle is meant to correspond to a passenger
side ("PS") of the vehicle.
[0035] Also, in this description, certain descriptions are made
with respect to vehicle axes, specifically, the X-axis, Y-axis, and
Z-axis of the vehicle. The X-axis is a central, longitudinally
extending axis of the vehicle. The Y-axis is a laterally extending
axis of the vehicle that is perpendicular to the X-axis. The Z-axis
is a vertically extending axis of the vehicle that is perpendicular
to both the X-axis and Y-axis. The X-axis, Y-axis, and Z-axis
intersect at or approximate to a center of gravity ("COG") of the
vehicle.
[0036] Referring to FIG. 1, by way of example, a vehicle 10
includes a vehicle safety system 100. The vehicle safety system 100
includes one or more actuatable vehicle occupant protection
devices, which are illustrated schematically at 102. The protection
devices 102 can include any actuatable vehicle occupant protection
device, such as frontal airbags, side airbags, curtain air bags,
knee bolster air bags, actuatable seatbelt pre-tensioners and/or
retractors. The vehicle safety system 100 also includes an airbag
electronic control unit (referred to herein as an airbag controller
unit or "ACU") 150 that is operatively connected to the protection
devices 102. The ACU 150 is operative to control the actuation of
the protection devices 102 in response to vehicle conditions sensed
via one or more sensors to which the ACU is operatively
connected.
[0037] The vehicle safety system 100 includes several sensors for
measuring certain conditions of the vehicle 10 that are utilized to
determine whether to actuate the vehicle occupant protection
devices 102. These sensors, such as accelerometers and/or pressure
sensors, can be mounted at various locations throughout the vehicle
10 selected to allow for sensing the particular vehicle condition
for which the sensor is intended. In this description, the vehicle
safety system 100 is described as including several crash sensors
of different types and locations in the vehicle 10. This
description is not limiting, as the vehicle safety system 100 can
include any type of crash sensor, in any number, and in any
location in the vehicle 10.
[0038] By way of example, the vehicle safety system 100 illustrated
in FIG. 1 includes several types of crash sensors. The vehicle
safety system 100 includes mid/high range crash accelerometers 110,
pedestrian protection sensing ("PPS") optimized accelerometers 120,
satellite side impact pressure sensors ("PSATs") 130, and PPS tube
pressure sensors 140.
[0039] The crash accelerometers 110 are configured to sense vehicle
accelerations of a magnitude that meets or exceeds a threshold
sufficient to indicate that a crash event has taken place. In FIG.
1, the crash accelerometers 110 are single axis accelerometers
configured to detect accelerations in certain directions, which are
indicated generally by the arrows shown in the figure for each
device. Crash sensors 110 at a front end ("FR") of the vehicle 10
measure accelerations in a forward/rearward direction parallel to
the X-axis. A crash sensor 110 at a rear end ("RR") of the vehicle
10 measures accelerations in a forward/rearward direction parallel
to the X-axis. Crash sensors 110 on the driver side DS and
passenger side PS of the vehicle 10 measure lateral accelerations
in a direction parallel to the Y-axis.
[0040] The PPS accelerometers 120 are configured to sense vehicle
accelerations of a magnitude that is less than the threshold
acceleration measured by the crash accelerometers 110, but that
meets or exceeds a threshold less sufficient to indicate that the
vehicle struck a pedestrian. In FIG. 1, the PPS accelerometers 120
are single axis accelerometers configured to detect accelerations
in certain directions, which are indicated generally by the arrows
shown in the figure for each device. PPS sensors 120 at the front
end FR of the vehicle 10 measure accelerations in a
forward/rearward direction parallel to the X-axis. PPS sensors 120
at the rear end ("RR") of the vehicle 10 measure accelerations in
the forward/rearward direction parallel to the X-axis.
[0041] Satellite side impact pressure sensors PSATs 130 located on
the driver side DS and passenger side PS of the vehicle 10 detect
pressure responses to side impacts with the vehicle of a magnitude
that meets or exceeds a threshold sufficient to indicate that a
side impact crash event has taken place. The PSATs 130 have a known
construction in which a closed volume is positioned in a crash
zone, such as a side door, so that a side impact results in a rapid
increase in fluid pressure within the volume. This pressure
increase is sensed by a pressure sensor which, in response,
produces a crash signal.
[0042] The PPS tube pressure sensors 140 are located in the front
and rear vehicle bumpers 12 and 14, respectively. The PPS tube
pressure sensors 140 detect pressure responses to front/rear
impacts with the bumpers 12, 14 of a magnitude indicative of a
pedestrian impact. The PPS tube pressure sensors 140 have a known
construction in which a closed tube 142 is positioned between a
bumper cross beam 144 and the bumper fascia 146, behind an energy
absorbing foam 148. In response to a pedestrian impact with a
bumper 12, 14, the fascia 146 and foam 148 move from their normal
positions (indicated in dashed lines) to an impact condition
(indicated in solid lines). When this occurs, the tube 142 is
compressed from its normal, round cross-section (dashed lines) to a
compressed condition (solid lines). This change in shape results in
a rapid increase in fluid pressure within the tube 142. This
pressure increase is sensed by a pressure sensor which, in
response, produces a crash signal.
[0043] The crash sensors, i.e., the crash accelerometers 110, PPS
accelerometers 120, PSATs 130, and PPS tube pressure sensors 140,
are operatively connected to the ACU 150. The ACU 150 is operative
to actuate the vehicle occupant protection devices 102 in a known
manner in response to crash signals generated by the crash
sensors.
[0044] The vehicle safety system 100 also includes an inertial
measurement unit (IMU) 160, which is mounted at or near the vehicle
center of gravity (COG) and operatively connected to the ACU 150.
The IMU sensor 160 includes inertial measurement sensors and,
possibly, crash sensors for detecting the occurrence of a vehicle
crash condition. Positioning the IMU sensor 160 at the vehicle COG
is beneficial in that the sensor can provide accurate readings of
sensed accelerations and roll motions of the vehicle 10 about the
X-axis (pitch), Y-axis (roll), and Z-axis (yaw). Since crash
indication can be best determined by measuring accelerations at or
near the vehicle COG, and vehicle rotation indications are best
measured about the vehicle X, Y, and Z axes, the COG mounting
location of the IMU 160 can be advantageous.
[0045] The vehicle safety system 100 is implemented and configured
to cooperate with other vehicle systems. The ACU 150 can be
operatively connected, via a vehicle controller area network (CAN)
bus 170, to a vehicle body control module (BCM) 180. The BCM 180
can communicate via the CAN bus with other vehicle systems, such as
chassis control, stability control, traction/skid control,
anti-lock braking (ABS), collision avoidance, tire pressure
monitoring (TPMS), navigation systems, instrumentation (speed,
throttle position, brake pedal position, etc.), information and
entertainment ("infotainment") systems, and other systems. Through
the CAN bus 170 interface, the ACU 150 can communicate with any of
these external systems to provide and/or receive data.
[0046] FIG. 1 represents what are considered to be conventional
vehicle safety system components. The various sensors illustrated
in FIG. 1, while not necessarily included on any vehicle platform
are nonetheless considered to be technologies that are currently
available. Not every passenger vehicle will include a vehicle
safety system that includes all of these sensors, but most, if not
all passenger vehicles, will include some combination of these
sensors. The vehicle safety system 100 of FIG. 1 therefore
represents the type of system in which a low impact detection
system can be implemented without adding system hardware.
[0047] FIG. 2 represents an example configuration of a vehicle
safety system 100 that includes additional hardware, i.e., sensors,
directed toward providing enhanced low impact detection
functionality. As shown in FIG. 2, the vehicle safety system 100
includes additional PPS optimized accelerometers 120 located along
the driver and passenger sides of the vehicle 10. The number and
arrangement of additional PPS optimized accelerometers 120 included
in this low impact detection enhanced vehicle safety system 100 can
vary depending, for example, on the size of the vehicle 10, the
vehicle architecture, and the range of the sensors, etc.
[0048] FIG. 3 represents another example configuration of a vehicle
safety system 100 that includes additional hardware, i.e., sensors,
directed toward providing enhanced low impact detection
functionality. As shown in FIG. 3, the vehicle safety system 100
includes multi-axis accelerometers as opposed to single-axis
accelerometers. More specifically, the vehicle safety system 100
includes PPS optimized multi-axis mid/high range impact
accelerometers 115 and multi-axis PPS optimized accelerometers 125.
The PPS optimized multi-axis accelerometers 125 are located about
the perimeter of the vehicle 10, i.e., along the front, rear, and
sides of the vehicle. The multi-axis accelerometers measure
accelerations along both the X-axis and the Y-axis directions and
therefore can interpolate to determine the direction of impacts. As
with the other example configurations, the number and arrangement
of the multi-axis accelerometers 115, 125 can vary depending, for
example, on the size of the vehicle 10, the vehicle architecture,
and the range of the sensors, etc.
[0049] Referring to FIG. 4, the vehicle 10 also an automated
driving system 200. The automated driving system 200 includes an
automated driving controller or unit ("ADU") 210 that is operative
to control driving operation of the vehicle 10 in response to
information received from automated driving sensors, which provide
data related to the operating environment of the vehicle.
[0050] The automated driving sensors use a variety of different
technologies to evaluate the environment in which the vehicle 10 is
operating. The automated driving sensors are be mounted at various
locations throughout the vehicle 10. The automated driving sensors
and their respective locations are selected to provide 360-degree
coverage of the vehicle operating environment. In this description,
the automated driving system 200 is described as including several
crash sensors of different types and locations in the vehicle 10.
This description is not limiting, as the automated driving system
200 can include any type of crash sensor, in any number, and in any
location in the vehicle 10.
[0051] By way of example, the automated driving system 200
illustrated in FIG. 4 includes several types of automated driving
sensors. The automated driving system 200 includes short range
radar sensors 220, long range radar sensors 230, articulating radar
sensors 240, cameras sensors 250, and laser ("LIDAR") sensors 260.
The short range radar sensors 220 detect objects in close proximity
to the vehicle. The long range radar sensors 230 detect more
distant objects, such as other vehicles in traffic and also measure
velocities. The articulating radar sensors 240 detect moving
vehicles at long range over a wide field of view. The camera
sensors 250 detect and track pedestrians, cyclists, traffic lights,
free space, and other objects. The LIDAR sensors 260 are
high-precision laser sensors that detect both fixed and moving
objects.
[0052] In the example configuration illustrated in FIG. 4, the
short range radars 220 are located across the front end of the
vehicle 10 and across the rear end of the vehicle. The limited
range of the short range radars 220 is used to provide indications
and warnings as vehicles and other objects come into close
proximity to the vehicle. The short range radars 220 can, for
example, provide rear backup and front parking indications and
warnings.
[0053] In the example configuration illustrated in FIG. 4, the long
range radars 230 are located at the front and rear ends of the
vehicle 10. The extended range of the long range radars allows them
to provide indications and warnings regarding vehicles and other
objects further away from the vehicle. For example, the front
positioned long range radars 230 can be used for adaptive cruise
control and also to determine relative velocities between the
vehicle and other vehicles and/or objects for risk identification
and for evasive systems such as automatic braking. The rear
positioned long range radars 240 can provide rear risk
identification, such as cross traffic and blind spot detection.
[0054] In the example configuration illustrated in FIG. 4, the
articulated radars 240 are located on the sides of the vehicle 10.
The articulated radars 240 can provide both close and long range
vehicle/object detection. The articulated radars 240 can be for
risk identification such as cross traffic and blind spot
detection.
[0055] As shown in FIG. 4, the automated driving system 200 can be
implemented and configured to cooperate with other vehicle systems
via the CAN bus 170. The ADU 210, for example, communicate with the
BCM 180 via the CAN bus 170, and any of the other vehicle systems
connected to the CAN bus, to provide and/or receive data. The
information obtained by the various systems, e.g., the vehicle
safety system 100, the automated driving system 200 and the vehicle
systems that interface with the BCM 180, can be communicated to
each other. Additionally, the various sensors utilized by the ADU
210 can themselves have their own dedicated electronic controller
unit ("ECU"). For example, the cameras 250, the radars 220, 230,
240, the LIDAR 260, and the microphone sensors 270 each can have
their own dedicated ECU, which powers and interrogates the sensors,
interprets data received from the sensors, and transmits that data
to the ADU 210.
[0056] In operation, the automated driving system 200 operates the
vehicle in a known manner. During automated vehicle operation, the
ADU 200 actively collects information environmental data from the
from the automated driving sensors and uses that information to
execute vehicle driving commands. At the same time, the vehicle
safety system 100 operates passively, monitoring conditions sensed
via the crash sensors (e.g., acceleration, pressure) for conditions
indicative of a crash and providing a crash signal when such an
event takes place.
[0057] The above description of the example configuration of the
automated driving system 200 of FIG. 4 represents what are
considered to be conventional automated driving system components.
The various sensors illustrated in FIG. 4 described thus far, while
not necessarily included on any automated driving vehicle platform,
are nonetheless considered to be technologies that are currently
available. Not every automated driving vehicle will include all of
these sensors, but most, if not all, automated driving vehicles
will include some combination of these sensors. The automated
driving system 200 of FIG. 4 described thus far therefore
represents the type of system in which a low impact detection
system can be implemented without adding system hardware.
[0058] FIG. 4 also includes additional hardware, i.e., sensors,
directed toward providing enhanced low impact detection
functionality. As shown in FIG. 4, the automated driving 200
includes auditory, i.e., microphone sensors 270 that can be used to
further discriminate a low impact vehicle collision. The microphone
sensors 270 can be included in the automated driving system 200
because they can enhance the risk identification evaluation
functions that are implemented in the automated driving function of
the system. The microphone sensors 270 can, for example, be used to
detect emergency vehicle sirens, vehicle horns, tire screech,
etc.
[0059] In the example configuration of FIG. 4, the microphone
sensors 270 are located across the front end of the vehicle 10,
across the rear end of the vehicle, and along the sides of the
vehicle. Additional microphone sensors 270 could be included at
other locations on the vehicle 10. The number and arrangement of
microphone sensors 270 included in this low impact detection
enhanced automated driving system 200 can vary depending, for
example, on the size of the vehicle 10, the vehicle architecture,
and the range of the sensors, etc.
[0060] Advantageously, information developed by the vehicle safety
system 100 and the automated driving system 200 can be used to
implement a system for detecting low impacts with the vehicle. "Low
impacts," as used herein, are meant to refer to collisions or
impacts that are low-level, of a magnitude insufficient to trigger
the crash sensors and for the vehicle safety system 100 to identify
a vehicle crash condition. Examples of these low impact events
include the vehicle striking other vehicles (e.g., minor collisions
in parking lots, etc.), pedestrians, animals, objects on the road,
etc. Low impact detection can allow the automated driving system
200 to take the appropriate action in response to the low impact
event.
[0061] Referring to FIG. 5, a low impact detection system 300
utilizes information provided by the vehicle safety system 100 and
the automated driving system 200. The low impact detection system
300 includes a ADS-based risk identification function 310 and a
VSS-based impact detection function 320. The low impact detection
system 300 also includes a low impact determination function 330,
which utilizes data obtained from the risk identification function
310 and the impact detection function 320 to determine whether a
low impact collision has occurred. The automated driving system 200
can obtain low impact collision data from the low impact
determination function 330 so that the automated driving system can
react accordingly.
[0062] The risk identification function 310, impact detection
function 320, and low impact determination function 330 of the low
impact detection system 300 include software algorithms that can be
implemented in a variety of manners. In one implementation, risk
identification and low impact determination functions 310, 330 can
be implemented in the ADU 210 of the automated driving system 200.
In this example, the impact detection function 320 can be
implemented in the ACU 160 of the vehicle safety system 100. As
another example, the low impact detection system 300 could be
implemented in the automated driving system 200 only. As a further
example, the low impact detection system 300, or portions thereof,
could be implemented in its own dedicated controller. From this, it
should be appreciated that the low impact detection system can be
implemented in any vehicle system or systems that can access the
vehicle information necessary to make the low impact determinations
described herein.
[0063] The risk identification function 310 identifies risk based
on information obtained via the radar sensors 220, 230, 240, the
camera 250 and the LIDAR 260. As shown in FIG. 5, the risk
identification function 310 can also be enhanced by data provided
from the audible, microphone sensors 270.
[0064] The impact detection function 320 detects impacts based on
information obtained via the medium/high range impact
accelerometers 110, the PPS optimized accelerometers 120, the PSAT
satellite side impact pressure sensors 130, and the PPS tube
pressure sensors 140. As shown in FIG. 5, the impact detection
determination of the vehicle safety system 100 can also be enhanced
by data provided from the additional PPS optimized accelerometers
110, the PPS optimized multi-axis mid/high range impact
accelerometers 115, and the PPS optimized multi-axis accelerometers
125.
[0065] The hardware utilized by the various functions of the low
impact detection system 300 depends upon the type of implementation
of the system. The type of implementation depends on whether or not
the low impact detection system 300 includes low impact detection
specific sensor hardware, as opposed to including only conventional
sensor hardware. Example implementations of the low impact
detection system 300 are described in the following paragraphs.
Baseline Implementation
[0066] In a baseline implementation, the low impact detection
system 300 can be configured to utilize information available from
the conventional vehicle safety system 100 and automated driving
system 200, to provide limited low impact detection capabilities.
In this example implementation, the vehicle safety system 100 can
include the front and side mid/high impact accelerometers 110 (see,
FIG. 1), the ACU 160, and the PSAT sensors 130. The impact
detection function 320 can obtain data sensed via these VSS sensors
from the ACU 150. The automated driving system 200 can include one
or more cameras 250 for risk identification. The risk
identification function 310 can obtain data sensed via the
camera(s) from the ADU 210.
[0067] For this example implementation, noting that the vehicle
safety system 100 does not include any PPS optimized inputs, the
low impact determination function 330 relies on automated driving
system 200 functionality to identify risks, and then monitors the
VSS crash sensors to determine whether the detected risk evolved
into a low impact collision. Because the crash sensors of the
conventional vehicle safety system 100 are not specifically
configured to detect impact accelerations and/or pressure changes
indicative of a low impact, the low impact determination function
330 can implement an algorithm that conditions the data determined
by the impact detection function based on the data determined by
the risk identification function. This way, the magnitude of the
acceleration determined by the impact detection function 320
necessary to verify a low impact collision is based on the type of
risk determined by the risk identification function 310.
PPS Enabled Implementation
[0068] A PPS enabled implementation of the low impact detection
system 300 builds on the baseline implementation. In addition to
the information utilized by the baseline implementation, in the PPS
enabled implementation, the impact detection function 320 can
additionally utilize information available from pedestrian
protection sensing (PPS) portions of the vehicle safety system 100
to detect low impact collisions. The PPS enabled implementation
utilizes the PPS accelerometers 120 and/or PPS tube pressure
sensors 140 to extend PPS detection to the front and rear of the
vehicle 10. Providing this information to the impact detection
function 320 improves the fidelity with which low impacts with the
vehicle 10 are detected.
[0069] For this PPS enhanced implementation, the low impact
determination function 330 can rely on automated driving system 200
functionality to identify risks, and then monitor the VSS crash
sensors, including the PPS sensors, to determine whether the
detected risk evolved into a low impact collision. Because the PPS
sensors are specifically configured to detect impact accelerations
and/or pressure changes indicative of a low impact, e.g., a
pedestrian impact, the algorithm implemented by the low impact
determination function 330 may not require conditioning for
verifying low impact collisions where the identified risk is a
front/rear risk because the PPS sensors are specifically configured
to verify these types of collisions. For low impact side
collisions, the low impact detection system 300 relies on the
baseline functionality, as described above, wherein the magnitude
of the acceleration determined by the impact detection function 320
necessary to verify a low impact collision is based on the type of
risk determined by the risk identification function 310.
Enhanced PPS Implementation
[0070] In an enhanced PPS implementation of the low impact
detection system 300, in addition to the conventional crash sensors
110, 130, 160 and the front/rear PPS sensors 120, 140, the low
impact determination function 330 can additionally utilize
information available from additional PPS sensors. Referring to
FIG. 2, the vehicle 10 can include driver side and passenger side
mounted PPS accelerometers 110 to provide additional low impact
detection capabilities. In this example implementation, the risks
detected via the automated driving system 200 can be verified as
actual impacts via the PPS accelerometers 110. The low impact
determination function 330 can therefore provide positive
verification that the detected risk has actually evolved into a low
impact event, which is a further improvement in the fidelity of the
low impact determination system 300.
Enhanced Crash and PPS Implementation
[0071] In an enhanced crash and PPS implementation of the low
impact detection system 300, the vehicle safety system 100 can
utilize enhanced crash and PPS sensors. Referring to FIG. 3, the
vehicle safety system 100, including the multi-axis mid/high range
impact accelerometers 115 and the multi-axis PPS enhanced
accelerometers 125, can offer improved impact discrimination
information. As a result, the vehicle safety system 100 can discern
the difference between a mid/high range collision and a low impact
collision. The VSS 100 can also discern directional information
from the multi-axis sensors 115, 125, which can improve both the
crash verification and crash magnitude determination capabilities
of the low impact detection system 300. As a result, in this
example implementation, the risks detected via the automated
driving system 200 can be verified as actual low impacts via the
discrimination functionality of the multi-axis accelerometers 115,
125. The low impact determination function 330 can therefore
provide positive verification that the detected risk has actually
evolved into a low impact event, which is a further improvement in
the fidelity of the low impact determination system 300.
Microphone Enhanced Implementation
[0072] In another example implementation of the low impact
determination system 300, information obtained from the microphone
sensors 270 of the automated driving system 200 can be utilized to
help verify the occurrence of a low impact collision. Referring to
FIG. 4, the microphone sensors 270 can provide further verification
that the risks detected via the automated driving system 200 have
evolved to actual low impact collisions. In an implementation where
microphone sensors 270 are positioned along the front, rear, and
sides of the vehicle, the microphone sensors 270 used to verify the
low impact collision can be those closest to the area where the
risk is identified by the ADS 200. The low impact determination
function 310 can therefore provide positive verification that the
detected risk has actually evolved into a low impact event, which
is a further improvement in the fidelity of the low impact
determination system 300.
IMU Enhanced Implementation
[0073] In another example implementation of the low impact
determination system 300, information obtained from the IMU 160 can
be used to determine external yaw torque, which can be used to help
verify that the risks detected via the automated driving system 200
have evolved to actual low impact collisions.
[0074] In the implementations of the low impact determination
system 300 described above, the automated driving system 200 is
described as relying on information obtained via cameras 250 to
identify the risks, which are verified by the impact detection
algorithm 320 with crash data obtained from the VSS 100. The
automated driving system 200 could, however, utilize information
obtained from other sensors of the ADS 200 when available. For
example, the ADS 200 could utilize, in any combination, information
obtained from the radar sensors 220, 230, 240, the camera(s) 250,
the LIDAR sensors 260.
[0075] Utilizing the ADS sensors, risk identification function the
identified risk can be categorized as being located in a certain
zones of the vehicle, e.g., front, rear, left, right, left-front,
right-front, left-rear, right-rear, left-mid, right-mid, etc. In
doing so, the zone identification can be used to pre-condition the
impact detection function 320 so that it looks for impact
indication from the VSS accelerometers in that particular zone.
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